Two-speed transfer case with adaptive clutch control

ABSTRACT

A transfer case having an input shaft driven by a powertrain, a first output shaft adapted for connection to a first driveline, a second output shaft adapted for connection to a second driveline, an interaxle differential operably disposed between the input shaft and the first and second output shafts, and a torque transfer mechanism. The torque transfer mechanism includes a friction clutch assembly operably disposed between the first output shaft and the second output shaft, and a clutch actuator assembly for generating and applying a clutch engagement force to the friction clutch assembly. The clutch actuator assembly includes an electric motor, a geared reduction unit, and a clutch apply operator. A control system including vehicle sensors and a controller are provided to control actuation of the electric motor.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.10/696,944 filed Oct. 30, 2003.

FIELD OF THE INVENTION

The present invention relates generally to power transfer systems forcontrolling the distribution of drive torque between the front and reardrivelines of a four-wheel drive vehicle. More particularly, the presentinvention is directed to a power transmission device for use in motorvehicle driveline applications and having a power-operated clutchactuator that is operable for controlling actuation of a multi-platefriction clutch assembly.

BACKGROUND OF THE INVENTION

In view of increased demand for four-wheel drive vehicles, a plethora ofpower transfer systems are currently being incorporated into vehiculardriveline applications for transferring drive torque to the wheels. Inmany vehicles, a power transmission device is operably installed betweenthe primary and secondary drivelines. Such power transmission devicesare typically equipped with a torque transfer mechanism for selectivelyand/or automatically transferring drive torque from the primarydriveline to the secondary driveline to establish a four-wheel drivemode of operation. For example, the torque transfer mechanism caninclude a dog-type lock-up clutch that can be selectively engaged forrigidly coupling the secondary driveline to the primary driveline toestablish a “part-time” four-wheel drive mode. In contrast, drive torqueis only delivered to the primary driveline when the lock-up clutch isreleased for establishing a two-wheel drive mode.

A modern trend in four-wheel drive motor vehicles is to equip the powertransmission device with an adaptive transfer clutch in place of thelock-up clutch. The transfer clutch is operable for automaticallydirecting drive torque to the secondary wheels, without any input oraction on the part of the vehicle operator, when traction is lost at theprimary wheels for establishing an “on-demand” four-wheel drive mode.Typically, the transfer clutch includes a multi-plate clutch assemblythat is installed between the primary and secondary drivelines and aclutch actuator for generating a clutch engagement force that is appliedto the multi-plate clutch assembly. In some applications, the clutchactuator may include a power-operated device that is actuated inresponse to electric control signals sent from an electronic controllerunit (ECU). Variable control of the electric control signal is typicallybased on changes in current operating characteristics of the vehicle(i.e., vehicle speed, interaxle speed difference, acceleration, steeringangle, etc.) as detected by various sensors. Thus, such “on-demand”power transmission devices can utilize adaptive control schemes forautomatically controlling torque distribution during all types ofdriving and road conditions.

A large number of on-demand power transmission devices have beendeveloped with an electrically-controlled clutch actuator that canregulate the amount of drive torque transferred to the secondarydriveline as a function of the value of the electrical control signalapplied thereto. In some applications, the transfer clutch employs anelectromagnetic clutch as its power-operated clutch actuator. Forexample, U.S. Pat. No. 5,407,024 discloses an electromagnetic coil thatis incrementally activated to control movement of a ball-ramp operatorfor applying a clutch engagement force on the multi-plate clutchassembly. Likewise, Japanese Laid-open Patent Application No.62-18117discloses a transfer clutch equipped with an electromagnetic actuatorfor directly controlling actuation of the multi-plate clutch packassembly.

As an alternative, the transfer clutch can employ an electric motor anda drive assembly as its power-operated clutch actuator. For example,U.S. Pat. No. 5,323,871 discloses an on-demand transfer case having atransfer clutch equipped with an electric motor that controls rotationof a sector plate which, in turn, controls pivotal movement of a leverarm for applying the clutch engagement force to the multi-plate clutchassembly. Moreover, Japanese Laid-open Patent Application No. 63-66927discloses a transfer clutch which uses an electric motor to rotate onecam plate of a ball-ramp operator for engaging the multi-plate clutchassembly. Finally, U.S. Pat. Nos. 4,895,236 and 5,423,235 respectivelydisclose a transfer case equipped with a transfer clutch having anelectric motor driving a reduction gearset for controlling movement of aball screw operator and a ball-ramp operator which, in turn, apply theclutch engagement force to the clutch pack.

In addition to on-demand power transmission devices, it is well known toinstall a center or interaxle differential between the primary andsecondary drivelines to facilitate speed differentiation and torquetransfer therebetween, thereby defining a “full-time” four-wheel drivemode. To minimize loss of traction due to wheel slippage, many full-timepower transmission devices are now equipped with a biasing clutch forlimiting slip and biasing the torque distribution ratio between theprimary and secondary drivelines. Like the transfer clutch, many biasingclutches include a multi-plate clutch assembly and a power-operatedclutch actuator for adaptively controlling engagement of the clutchassembly. In fact, the various power-operated clutch actuators mentionedfor use in on-demand four-wheel drive systems are likewise readilyadaptable for use in full-time four-wheel drive systems.

While many clutch actuation systems similar to those described above arecurrently used in four-wheel drive vehicles, a need still exists toadvance the technology and address recognized system limitations. Forexample, the size and weight of the friction clutch components and theelectrical power requirements of the clutch actuator needed to providethe large clutch engagement loads may make such system cost prohibitivein some four-wheel drive vehicle applications. In an effort to addressthese concerns, new technologies are being considered for use inpower-operated clutch actuation systems.

SUMMARY OF THE INVENTION

Thus, its is an objective of the present invention to provide a powertransmission device for use in a motor vehicle having a torque transfermechanism equipped with a power-operated clutch actuator that isoperable to control engagement of a multi-plate clutch assembly.

As a related objective, the torque transfer mechanism of the presentinvention is well-suited for use in motor vehicle driveline applicationsto control the transfer of drive torque between a first rotary memberand a second rotary member.

According to one preferred embodiment, a transfer case is provided foruse in a four-wheel drive motor vehicle having a powertrain and firstand second drivelines. The transfer case includes an input shaft drivenby the powertrain, a first output shaft adapted for connection to thefirst driveline, a second output shaft adapted for connection to thesecond driveline, an interaxle differential operably disposed betweenthe input shaft and the first and second output shafts, and a torquetransfer mechanism. The torque transfer mechanism includes a frictionclutch assembly operably disposed between the first output shaft and thesecond output shaft, and a clutch actuator assembly for generating andapplying a clutch engagement force to the friction clutch assembly. Theclutch actuator assembly includes an electric motor, a geared reductionunit, and a clutch apply operator. The electric motor drives the gearedreduction unit which, in turn, controls the direction and amount ofrotation of a drive member associated with the clutch apply operator.The drive member supports rollers which ride against a ramped surface ofa cam member. The contour of the ramped surface causes the cam member tomove axially which results in corresponding translation of a thrustmember. The thrust member transfers the thrust force generated by thecam member to disk levers which amplify the clutch engagement forceexerted on the friction clutch assembly. A control system includingvehicle sensors and a controller are provided to control actuation ofthe electric motor.

According to a related embodiment, the transfer case is further equippedwith a two-speed gear reduction unit and a range clutch assembly. Thegear reduction unit is operable for establishing a high-range and alow-range drive connection between the input shaft and an input memberof the interaxle differential. The range clutch assembly includes aclutch sleeve that is moveable under the control of the clutch actuatorassembly which is operable to coordinate actuation of the range clutchassembly and the friction clutch assembly.

According to another embodiment of the present invention, the powertransmission device is an in-line coupling equipped with a torquetransfer mechanism for selectively and/or automatically transferringdrive torque from the first driveline to the second driveline.

According to yet another embodiment of the present invention, the torquetransfer mechanism is operably associated with a power take-off unit forselectively and/or automatically transferring drive torque from thefirst driveline to the second driveline.

BRIEF DESCRIPTION OF THE DRAWINGS

Further objects, features and advantages of the present invention willbecome apparent to those skilled in the art from analysis of thefollowing written description, the appended claims, and accompanyingdrawings in which:

FIG. 1 illustrates the drivetrain of a four-wheel drive vehicle equippedwith a power transmission device according to the present invention;

FIG. 2 is a sectional view of a transfer case associated with thedrivetrain shown in FIG. 1 and which is equipped with a torque transfermechanism according to the present invention;

FIG. 3 is an enlarged partial view taken from FIG. 2 showing componentsof the torque transfer mechanism is greater detail;

FIG. 4 is a pictorial view of components associated with the torquetransfer mechanism of the present invention;

FIG. 5 is a schematic illustration of an alternative driveline for afour-wheel drive motor vehicle equipped with other power transmissiondevices according to the present invention;

FIG. 6 through 11 are schematic view of additional embodiments of powertransmission devices equipped with the torque transfer mechanisms of thepresent invention;

FIG. 12 is a sectional view of a two-speed full-time transfer caseequipped with a range clutch assembly and a torque transfer mechanismaccording to the present invention;

FIG. 13 is an enlarged partial view taken from FIG. 12 showingcomponents of the range clutch assembly and interaxle differentialassembly in greater detail;

FIG. 14 is also an enlarged partial view of FIG. 12 showing componentsassociated with the torque transfer mechanism;

FIG. 15 is a side view of a drive mechanism associated with the clutchactuator assembly for the torque transfer mechanism shown in FIGS. 12and 13;

FIGS. 16A through 16G show the components of the drive mechanism invarious positions to establish different operating modes; and

FIG. 17 is a partial sectional view of a two-speed on-demand transfercase according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention is directed to a torque transfer mechanism thatcan be adaptively controlled for modulating the torque transferred froma first rotary member to a second rotary member. The torque transfermechanism finds particular application in power transmission devices foruse in motor vehicle drivelines such as, for example, an on-demandclutch in a transfer case or in-line torque coupling, a biasing clutchassociated with a differential assembly in a transfer case or a driveaxle assembly, or as a shift clutch in a multi-speed automatictransmission. Thus, while the present invention is hereinafter describedin association with particular arrangements for use in specificdriveline applications, it will be understood that the arrangementsshown and described are merely intended to illustrate embodiments of thepresent invention.

With particular reference to FIG. 1 of the drawings, a drivetrain 10 fora four-wheel drive vehicle is shown. Drivetrain 10 includes a primarydriveline 12, a secondary driveline 14, and a powertrain 16 forgenerating and delivering rotary tractive power (i.e., drive torque) tothe drivelines. In the particular non-limiting arrangement shown,primary driveline 12 is the rear driveline while secondary driveline 14is the front driveline. Powertrain 16 includes an engine 18, amulti-speed transmission 20, and a power transmission device hereinafterreferred to as transfer case 22. Rear driveline 12 includes a pair ofrear wheels 24 connected at opposite ends of a rear axle assembly 26having a rear differential 28 coupled to one end of a rear propshaft 30,the opposite end of which is coupled to a rear output shaft 32 oftransfer case 22. Front driveline 14 includes a pair of front wheels 34connected at opposite ends of a front axle assembly 36 having a frontdifferential 38 coupled to one end of a front propshaft 40, the oppositeend of which is coupled to a front output shaft 42 of transfer case 22.

With continued reference to the drawings, drivetrain 10 is shown tofurther include an electronically-controlled power transfer system forpermitting a vehicle operator to select between a two-wheel drive mode,a locked (“part-time”) four-wheel drive mode, and an adaptive(“on-demand”) four-wheel drive mode. In this regard, transfer case 22 isequipped with a transfer clutch 50 that can be selectively actuated fortransferring drive torque from rear output shaft 32 to front outputshaft 42 so as to establish the part-time and on-demand four-wheel drivemodes. The power transfer system further includes a power-operated modeactuator 52 for actuating transfer clutch 50, vehicle sensors 54 fordetecting certain dynamic and operational characteristics of the motorvehicle, a mode select mechanism 56 for permitting the vehicle operatorto select one of the available drive modes, and a controller 58 forcontrolling actuation of mode actuator 52 in response to input signalsfrom vehicle sensors 54 and mode selector 56.

Transfer case 22 is shown in FIGS. 2 and 3 to include a multi-piecehousing 60 from which rear output shaft 32 is rotatably supported. Rearoutput shaft 32 includes an internally-splined first end segment 62adapted for connection to the output shaft of transmission 20 and asecond end segment 64 to which a yoke 66 is secured for connection torear propshaft 30. Front output shaft 42 is likewise rotatably supportedin housing 60 and includes a yoke 68 that is adapted for connection tofront propshaft 40.

Transfer clutch 50 is operably arranged to transfer rotary power (i.e.,drive torque) from rear output shaft 32 to front output shaft 42 througha transfer assembly 70. Transfer assembly 70 includes a first gear 72, asecond gear 74, and a third gear 76 that is in meshed engagement withfirst gear 72 and second gear 74. First gear 72 is shown to be rotatablysupported on rear output shaft 32 via a bearing assembly 78 and likewisebe rotatably supported from housing 60 via a pair of laterally-spacedbearing assemblies 80. Second gear 74 is coupled via a spline connection82 to front output shaft 42 and is rotatably supported from housing 60by a pair of laterally-spaced bearing assemblies 84. Finally, third gear76 is rotatably supported by bearing assemblies 86 on a stub shaft 88that is non-rotatably secured to housing 60. It is contemplated thatthis geared version of transfer assembly 70 could be replaced with awell-known chain and sprocket type of transfer assembly if desired.

As will be detailed, transfer clutch 50 includes a multi-plate frictionclutch assembly 90 and mode actuator 52 includes a motor-driven clutchactuator assembly 92, which together define the torque transfermechanism of the present invention. Clutch assembly 90 is shown toinclude a clutch hub 94 fixed via a spline connection 96 to a tubularsegment 98 of first gear 72, a clutch drum 100 fixed via a splineconnection 102 to rear output shaft 32, and a multi-plate clutch pack104 operably disposed between hub 94 and drum 100. Clutch pack 104includes a set of outer clutch plates that are splined for rotation withand axial movement on an outer cylindrical rim segment 106 of drum 100.Clutch pack 104 also includes a set of inner clutch plates that aresplined for rotation with and axial movement on clutch hub 94. Clutchassembly 90 further includes a reaction plate 108 splined for rotationwith rim segment 106 of drum 100 and retained thereon via a lock ring110, and a pressure plate 112 also splined for rotation with rim segment106 of drum 100. Pressure plate 112 is arranged to exert a compressiveclutch engagement force on clutch pack 104 in response to pivotalmovement of disk levers 114. Disk levers 114 are shown to be locatedbetween an annular rim projection 116 on pressure plate 112 and a radialplate segment 118 of drum 100.

Pressure plate 112 is axially moveable relative to clutch pack 104between a first or “released” position and a second or “locked”position. With pressure plate 112 in its released position, a minimumclutch engagement force is exerted on clutch pack 104 such thatvirtually no drive torque is transferred from rear output shaft 32through clutch assembly 90 and transfer assembly 70 to front outputshaft 42 so as to establish the two-wheel drive mode. In contrast,location of pressure plate 112 in its locked position causes a maximumclutch engagement force to be applied to clutch pack 104 such that frontoutput shaft 42 is, in effect, coupled for common rotation with rearoutput shaft 32 so as to establish the part-time four-wheel drive mode.Therefore, accurate control of the position of pressure plate 112between its released and locked positions permits adaptive regulation ofthe amount of drive torque transferred from rear output shaft 32 tofront output shaft 42, thereby establishing the on-demand four-wheeldrive mode.

To provide means for moving pressure plate 112 between its released andlocked positions, clutch actuator assembly 92 is generally shown toinclude an electric motor 120, a geared reduction unit 122, and a clutchapply operator 124. Electric motor 120 is secured to housing 60 andincludes a driveshaft 126. Reduction unit 122 includes three meshedgearsets each providing a ratio reduction to provide a desiredcumulative reduction between motor driveshaft 126 and apply operator124. In particular, a first gearset includes a first gear 128 driven bydriveshaft 126 and which is meshed with a second gear 130 driving atransfer shaft 132. Transfer shaft 132 is shown to have its oppositeends rotatably supported in sockets formed in housing 60. The secondgearset includes a third gear 134 driven by transfer shaft 132 and whichis meshed with a fourth gear 136. Fourth gear 136 is shown to beintegrally formed on a second transfer shaft 138 which, in turn, isrotatably supported via a bearing assembly 140 in an aperture formed inhousing 60. A rotary position sensor 142 is mounted for rotation withsecond transfer shaft 138. The third gearset includes meshed engagementof fourth gear 136 with gear teeth 144 formed on a geared sector portion146 of a drive member 148 associated with clutch apply operator 124.While not limited thereby, it is contemplated that reduction unit 122provide a cumulative gear reduction in the range of 10:1 to 20:1 so asto permit use of a small low power electric motor.

As best seen from FIGS. 3 and 4, clutch apply operator 124 includesdrive member 148, a cam member 150, and a thrust member 152. Drivemember 148 includes an annular hub segment 154 that is supported forangular movement on an inner sleeve segment 158 of clutch drum 100.Sector portion 146 is shown to extend from hub segment 154 and haveteeth 144 extending for approximately 180°. Drive member 148 furtherincludes a pair of diametrically opposed rollers 160 that are retainedin rolling channels formed in hub segment 154. Rollers 160 are shown tobe mounted for rotation about the axis of retainer pins 156 which aresecured to hub segment 154. A thrust bearing assembly 162 axial locatesand a snap ring 163 retains drive member 148 on inner sleeve segment 158of drum 100.

Cam member 150 is a ring-like structure having an aperture 164surrounding inner sleeve segment 158 of drum 100 and an outwardlyextending lug projection 166. Lug 166 is retained in a slot 170 formedin housing 60 such that cam plate 150 is grounded against rotation butmay move axially relative to housing 60 and drum 100. Cam plate 150defines a first face surface 172 and a second face surface 174. Firstface surface 172 has a pair of tapered ramp surfaces and each roller 160on drive member 148 is maintained in rolling contact with one of theramp surfaces.

Thrust member 152 includes a ring segment 176 surrounding inner sleevesegment 158 of drum 100, and a plurality of circumferentially-spacedthrust pins 178 that extend axially from ring segment 176. Each thrustpin 178 has a terminal end which extends through a bore 180 formed inplate segment 118 of drum 100 and which is adapted to engage the freeend of disk levers 114. A bearing assembly 182 is provided betweensecond face surface 174 of cam plate 150 and ring segment 176 of thrustplate 152. The tapered contour of the ramp surfaces formed on first facesurface 172 of cam plate 150 is selected to cause axial translation ofcam plate 150 from a retracted position to an extended position inresponse to drive member 148 being rotated in a first direction throughapproximately 160° of angular travel. Such rotation of drive member 148in the first direction is caused by electric motor 120 drivingdriveshaft 126 in a first rotary direction. Likewise, cam plate 150 istranslated from its extended position back to its retracted position inresponse to drive member 148 being rotated in a second direction throughthe same 160° of angular travel. Such rotation of drive member 148 inthe second direction is caused by electric motor 120 driving driveshaft126 in a second rotary direction. With cam plate 150 in its retractedposition, disk levers 114 act on thrust pins 178 to forcibly bias thrustmember 152 against second face surface 174 so as to release disk levers114 from engagement with pressure plate 112, thereby allowing pressureplate 112 to return to its released position. In contrast, movement ofcam plate 150 to its extended position causes thrust pins 178 toforcibly pivot disk levers 114 to the position shown in phantom lineswhich, in turn, causes pressure plate 112 to move to its lockedposition.

In operation, when mode selector 56 indicates selection of the two-wheeldrive mode, controller 58 signals electric motor 120 to rotatedriveshaft 126 and drive member 148 in the second direction until camplate 150 is located in its retracted position. Such action permits disklevers 114 to forcibly urge pressure plate 112 to move to its releasedposition, thereby releasing engagement of clutch assembly 90. If modeselector 56 thereafter indicates selection of the part-time four-wheeldrive mode, electric motor 120 is signaled by controller 58 to rotatedriveshaft 126 and drive member 148 in the first direction for causinglinear translation of cam plate 150 until it is located in its extendedposition. Such movement of cam plate 150 to its extended position causescorresponding movement of pressure plate 112 to its locked position,thereby coupling front output shaft 42 for common rotation with rearoutput shaft 32 through clutch assembly 90 and transfer assembly 70.

When mode selector 56 indicates selection of the on-demand four-wheeldrive mode, controller 58 energizes motor 120 to rotate driveshaft 126until cam plate 150 is located in a ready or “stand-by” position. Thisposition may be its retracted position or, in the alternative, anintermediate position. In either case, a predetermined minimum amount ofdrive torque may be delivered to front output shaft 42 through clutchassembly 90 in this stand-by condition. This minimum amount of torquetransfer is provided to take up clearances in clutch pack 104 inpreparation for adaptive torque transfer. Thereafter, controller 58determines when and how much drive torque needs to be transferred tofront output shaft 42 based on current tractive conditions and/oroperating characteristics of the motor vehicle, as detected by sensors54. As will be appreciated, any control schemes known in the art can beused with the present invention for adaptively controlling actuation oftransfer clutch 50 in a driveline application.

The arrangement described for mode actuator 52 is an improvement overthe prior art in that the torque amplification provided by reductiongearset 122 combined with the force amplification provided by applyoperator 124 and disk levers 114 permit use of a small low-powerelectric motor and yet provides extremely quick response and precisecontrol over the position of cam plate 150 and thus the magnitude of theclutch engagement force applied to clutch pack 104. In this regard,clutch operator 124 is designed to provide a constant mechanicaladvantage so as to generate a constant torque to force conversionregardless of the rotated position of drive member 148. This featureallows clutch operator 124 to be less sensitive to componentmanufacturing and assembly-related clearances. In addition, fixation ofrollers 160 to drive member 148 provides a positive connection so thatroller 160 can be driven to any desired position in either directionwithout reliance on the need to “back drive” upon release. Furthermore,the approximate 160° of angular rotation of drive plate 148 improves theresolution characteristics of position sensor 142 for more precisecontrol of the system. Finally, all forces generated are contained bydrum 100, thereby permitting the clutch assembly to be packaged intoseveral different driveline configurations without affecting the loadstransferred through the main bearings.

To illustrate an alternative power transmission device to which thepresent invention is applicable, FIG. 5 schematically depicts afront-wheel based four-wheel drivetrain layout 10′ for a motor vehicle.In particular, engine 18 drives a multi-speed transmission 20′ having anintegrated front differential unit 38′ for driving front wheels 34 viaaxle shafts 33. A power transfer device, commonly referred to as powertake-off unit 35, is also driven by transmission 20′ for deliveringdrive torque to the input member of an in-line torque transfer coupling200 via a driveshaft 30′. In particular, the input member of torquecoupling 200 is coupled to driveshaft 30′ while its output member iscoupled to a drive component of rear differential 28 which, in turn,drives rear wheels 24 via axleshafts 25. Accordingly, when sensorsindicate the occurrence of a front wheel slip condition, controller 58adaptively controls actuation of torque coupling 200 such that drivetorque is delivered “on-demand” to rear wheels 24. Thus, in thisvehicular drivetrain arrangement, the front driveline is the primarydriveline while the rear driveline is the secondary driveline. It iscontemplated that torque transfer coupling 200 would include amulti-plate clutch assembly and a clutch actuator that are generallysimilar in structure and function to that of the devices previouslydescribed herein. Furthermore, while shown in association with reardifferential 28, it is contemplated that torque coupling 200 could alsobe operably located at the front of the motor vehicle for transferringdrive torque from power take-off unit 35 to drive shaft 30′.

Referring to FIG. 6, torque coupling 200 is schematically illustratedoperably disposed between driveshaft 30′ and rear differential 28. Reardifferential 28 includes a pair of side gears 202 that are connected torear wheels 24 via rear axle shafts 25. Differential 28 also includespinions 204 that are rotatably supported on pinion shafts fixed to acarrier 206 and which mesh with side gears 202. A right-angled drivemechanism is associated with rear differential 28 and includes a ringgear 208 that is fixed for rotation with carrier 206 and which is meshedwith a pinion gear 210 that is fixed for rotation with a pinion shaft212.

Torque coupling 200 includes a mutli-plate clutch assembly 214 operablydisposed between driveshaft 30′ and pinion shaft 212. Clutch assembly214 includes a hub 216 fixed for rotation with driveshaft 30′, a drum218 fixed for rotation with pinion shaft 212, and a multi-plate clutchpack 220. Torque coupling 200 also includes a clutch actuator assembly222 for controlling engagement of clutch assembly 214 and thus theamount of drive torque transferred from driveshaft 30′ to reardifferential 28. According to the present invention, clutch actuatorassembly 222 is similar in structure and function to clutch actuatorassembly 92 and, as such, is only shown in schematic block form. Thatis, clutch actuator assembly 222 includes an electric motor driving areduction gearset for controlling rotation of a geared drive memberassociated with a roller and ramp type of a clutch apply operator.

Torque coupling 200 permits operation in any of the drive modespreviously disclosed. For example, if the on-demand four-wheel drivemode is selected, controller 58 regulates activation of clutch actuator222 in response to operating conditions detected by sensors 54 byvarying the electric control signal sent to the electric motor.Selection of the part-time four-wheel drive mode results in completeengagement of clutch pack 220 such that pinion shaft 212 is rigidlycoupled to driveshaft 30′. Finally, in the two-wheel drive mode, clutchpack 220 is released such that pinion shaft 212 is free to rotaterelative to driveshaft 30′.

Referring now to FIG. 7, torque coupling 200 is now schematicallyillustrated in association with an on-demand four-wheel drive systembased on a front-wheel drive vehicle similar to that shown in FIG. 5. Inparticular, an output shaft 302 of transaxle 20′ is shown to drive anoutput gear 304 which, in turn, drives an input gear 306 fixed to acarrier 308 associated with front differential unit 38′. To providedrive torque to front wheels 34, front differential unit 38′ includes apair of side gears 310 that are connected to front wheels 34 viaaxleshafts 33. Differential unit 38′ also includes pinions 312 that arerotatably supported on pinion shafts fixed to carrier 308 and which aremeshed with side gears 310. A transfer shaft 314 is provided to transmitdrive torque from carrier 308 to clutch hub 216 associated withmulti-pate clutch assembly 214.

Transfer unit 35 is a right-angled drive mechanism including a ring gear324 fixed for rotation with drum 218 of clutch assembly 214 and which ismeshed with a pinion gear 326 fixed for rotation with driveshaft 30′. Asseen, clutch actuator assembly 222 is schematically illustrated forcontrolling actuation of clutch assembly 212. As before, clutch actuatorassembly 222 is similar to motor-driven clutch actuator assembly 92previously described in that an electric motor is supplied with electriccurrent for controlling translational movement of a cam plate operatorwhich, in turn, controls engagement of clutch pack 220. In operation,drive torque is transferred from the primary (i.e., front) driveline tothe secondary (i.e., rear) driveline in accordance with the particularmode selected by the vehicle operator via mode selector 56. For example,if the on-demand four-wheel drive mode is selected, controller 58modulates actuation of clutch actuator assembly 222 in response to thevehicle operating conditions detected by sensors 54 by varying the valueof the electric control signal sent to the motor. In this manner, thelevel of clutch engagement and the amount of drive torque that istransferred through clutch pack 220 to the rear driveline throughtransfer unit 35 and driveshaft 30′ is adaptively controlled. Selectionof a locked or part-time four-wheel drive mode results in fullengagement of clutch assembly 214 for rigidly coupling the frontdriveline to the rear driveline. In some applications, the mode selector56 may be eliminated such that only the on-demand four-wheel drive modeis available so as to continuously provide adaptive traction controlwithout input from the vehicle operator.

FIG. 8 illustrates a modified version of FIG. 7 wherein an on-demandfour-wheel drive system is shown based on a conventional front-wheeldrive motor vehicle that is uniquely arranged to normally deliver drivetorque to rear wheels 24 while selectively transmitting drive torque tofront wheels 34 through torque coupling 200. In this arrangement, drivetorque is transmitted directly from transmission output shaft 302 totransfer unit 35 via an intermediate shaft 330 which interconnects inputgear 306 to ring gear 324. To provide drive torque to front wheels 34,torque coupling 200 is shown operably disposed between intermediateshaft 330 and transfer shaft 314. In particular, clutch assembly 214 isarranged such that drum 218 is driven with ring gear 324 by intermediateshaft 330. As such, actuation of clutch actuator 222 functions totransfer torque from drum 218 through clutch pack 220 to hub 216 which,in turn, drives carrier 308 of front differential unit 38′ via transfershaft 314. Again, the vehicle could be equipped with mode selector 56 topermit selection by the vehicle operator of either the adaptivelycontrolled on-demand four-wheel drive mode or the locked part-timefour-wheel drive mode. In vehicles without mode selector 56, theon-demand four-wheel drive mode is the only drive mode available andprovides continuous adaptive traction control without input from thevehicle operator.

In addition to the on-demand 4WD systems shown previously, the powertransmission technology of the present invention can likewise be used infull-time 4WD systems to adaptively bias the torque distributiontransmitted by a center or “interaxle” differential unit to the frontand rear drivelines. For example, FIG. 9 schematically illustrates afull-time four-wheel drive system which is generally similar to theon-demand four-wheel drive system shown in FIG. 8 with the exceptionthat an interaxle differential unit 340 is now operably installedbetween carrier 308 of front differential unit 38′ and transfer shaft314. In particular, output gear 306 is fixed for rotation with a carrier342 of interaxle differential 340 from which pinion gears 344 arerotatably supported. A first side gear 346 is meshed with pinion gears344 and is fixed for rotation with intermediate shaft 330 so as to bedrivingly interconnected to the rear driveline through transfer unit 35.Likewise, a second side gear 348 is meshed with pinion gears 344 and isfixed for rotation with carrier 308 of front differential unit 38′ so asto be drivingly interconnected to the front driveline. Torque transfermechanism 200 is now shown to be operably disposed between side gears346 and 348. As such, torque transfer mechanism 200 is operably arrangedbetween the driven outputs of interaxle differential 340 for providing atorque biasing and slip limiting function.

Torque transfer mechanism 200 is shown to again include multi-plateclutch assembly 214 and clutch actuator assembly 222. Clutch assembly214 is operably arranged between transfer shaft 314 and intermediateshaft 330. In operation, when sensor 54 detects a vehicle operatingcondition, such as excessive interaxle slip, controller 58 adaptivelycontrols activation of the electric motor associated with clutchactuator assembly 222 for controlling engagement of clutch assembly 318and thus the torque biasing between the front and rear driveline. If thevehicle is equipped with mode selector 56, the vehicle operator would beallowed to select either of an adaptive full-time 4WD mode or a locked4WD mode. In the adaptive full-time 4WD mode, the torque biasing ratiobetween front and rear drivelines can be modulated based on theoperating characteristics and/or road conditions in a manner similar tothat previously discussed for the on-demand 4WD mode. When the locked4WD mode is selected, interaxle differential 340 is effectively lockedsuch that transfer shaft 314 and intermediate shaft 330 are commonlydriven. In vehicles without mode selector 56, the adaptive full-time 4WDmode would be the only drive mode available and provide continuousadaptive traction control without any input from the vehicle operator.

Referring now to FIG. 10, an alternative full-time 4WD system is shownto include a transfer case 22A that is equipped with an interaxledifferential 350 between an input shaft 351 driven by the output shaftof transmission 20 and output shafts 32′ and 42′. Differential 350includes an input member defined as a planet carrier 352, a first outputmember defined as a first sun gear 354, a second output member definedas a second sun gear 356, and a reaction gearset for permitting speeddifferentiation between first and second sun gears 354 and 356. Thereaction gearset includes meshed pairs of first planet gears 358 andsecond planet gears 360 which are rotatably supported by planet carrier352. First planet gears 358 are shown to mesh with first sun gear 354while second planet gears 350 are meshed with second sun gear 356. Firstsun gear 354 is fixed for rotation with rear output shaft 32′ so as totransmit drive torque to rear driveline 12. To transmit drive torque tofront driveline 14, second sun gear 356 is coupled to a transferassembly 362 which includes a first sprocket 364 rotatably supported onrear output shaft 32′, a second sprocket 366 fixed to front output shaft42′, and a power chain 368. Transfer case 22A further includes a biasingclutch 50A having a multi-plate clutch assembly 90 and a mode actuator52A having a clutch actuator assembly 92. Again, clutch actuatorassembly 92 is schematically shown but intended to be substantiallysimilar to that disclosed in association with transfer case 22 of FIGS.2 and 3.

Referring now to FIG. 11, a drive axle assembly 370 is schematicallyshown to include a pair of torque couplings operably installed betweendriven pinion shaft 212 and rear axle shafts 25. Pinion shaft 212 drivesa right-angle gearset including pinion 210 and ring gear 208 which, inturn, drives a transfer shaft 372. A first torque coupling 200A is showndisposed between transfer shaft 372 and one of axle shaft 25 while asecond torque coupling 200B is disposed between transfer shaft 372 andthe other of axle shafts 25. Each of the torque couplings can beindependently controlled via activation of its corresponding clutchactuator assembly 222A, 222B to adaptively control side-to-side torquedelivery. In a preferred application, axle assembly 370 can be used inassociation with the secondary driveline in four-wheel drive motorvehicles.

Referring now to FIG. 12, a transfer case 22B is shown which includes agear reduction unit 380, a range clutch assembly 382 and a range shiftmechanism 384 that permit “on-the-move” shifting between high-range andlow-range drive modes. As will be detailed, gear reduction unit 380 isoperably located between input shaft 351 and planet carrier 352 ofinteraxle differential 350 such that transfer case 22B is considered tobe a modified version of transfer case 22A shown schematically in FIG.10. As such, common reference numerals are used to designate similarcomponents. In essence, transfer case 22B is a two-speed version oftransfer case 22A. Also, it should be understood that gear reductionunit 380 is intended to merely illustrate a preferred arrangement ofcomponents permitting deliberate selection of either of a high-rangedrive connection or a low-range drive connection between an input memberand an output member. As such, it is contemplated that other types ofgear reduction units available and/or known for use in two-speedtransfer cases should be considered equivalent to the particulararrangement hereinafter detailed with specificity.

Gear reduction unit 380 includes a sun gear 390 driven by input shaft351, a ring gear 392, and pinion gears 394 rotatably supported fromcarrier 352 that are meshed with both sun gear 390 and ring gear 392. Inthis arrangement, carrier 352 functions as both the output member ofgear reduction unit 380 and the driven input member of interaxledifferential 350. Range clutch assembly 382 includes a hub 396journalled on input shaft 351, a first clutch plate 398 fixed forrotation with input shaft 351, a second clutch plate 400non-rotationally fixed to housing 60, and a range sleeve 402 in splinedengagement with hub 396. As seen, a cylindrical drum 404 is rigidlysecured to range sleeve 402 and is also connected via a spline coupling405 to ring gear 392. A pair of laterally-spaced thrust plates retainedon the laterally-spaced front and rear carrier rings of planet carrier352 are provided to axially restrain ring gear 392. Movement of rangesleeve 402 from its central neutral “N” position shown to a high-range“H” position causes its internal spline teeth to engage external clutchteeth on first clutch plate 398. With range sleeve 402 in its Hposition, ring gear 392 is coupled for common rotation with sun gear390, thereby locking reduction unit 380 and causing planet carrier 352to be driven at a direct speed ratio relative to input shaft 351 forestablishing the high-range drive mode. In contrast, movement of rangesleeve 402 from its N position to a low-range “L” position causes itsinternal spline teeth to engage external clutch teeth on second clutchplate 400. With range sleeve 402 in its L position, ring gear 392 isbraked against rotation, thereby causing planet carrier 352 to be drivenat a reduced speed ratio relative to input shaft 351 for establishingthe low-range drive mode.

Range clutch assembly 382 is further shown to include a firstsynchronizer 406 operably disposed between range sleeve 402 and firstclutch plate 398, and a second synchronizer 408 operably disposedbetween range sleeve 402 and second clutch plate 400. The use ofsynchronizers allows range sleeve 402 to be shifted “on-the-move”without the need to stop rotation of input shaft 351, which isconsidered a desirable feature in some vehicle applications. However,range clutch assembly 382 is functional without the synchronizers suchthat transfer case 22B can be optionally constructed without suchsynchronizers.

Range shift mechanism 384 includes components for interconnecting rangesleeve 402 to a clutch actuator assembly 92′. In particular, means areprovided for moving range sleeve 402 between its three distinct rangepositions in response to bi-directional rotation of driveshaft 126′ inresponse to energization of motor 120. In the particular arrangementshown, clutch actuator assembly 92′ is generally similar to clutchactuator assembly 92 used with on-demand transfer case 22 (FIG. 2) andfull-time transfer case 22A (FIG. 10) with the exception that gearedreduction unit 122 has been eliminated and clutch apply operator 124′has been modified to separate geared sector 146′ and drive member 148′into two distinct components. As such, first gear 128′ is driven bydriveshaft 126′ and meshed with gear teeth 144 on geared sector 146′ ofclutch apply operator 124′. As will be detailed, means are provided forcoordinating movement of range sleeve 402 with rotation of drive member148′ so as to permit establishment of a plurality of high and low-rangeadaptive and locked four-wheel drive modes.

Referring primarily to FIG. 12, range shift mechanism 384 is shown toinclude a tubular range fork 410 which surrounds a cylindrical drum 412formed integral with, or rigidly coupled to, a distal end portion ofdriveshaft 126′. Drum 412 has a helical groove 414 formed therein inwhich a follower pin 416 is disposed. As seen, follower pin 416 issecured to range fork 410 such that rotation of drum 412 results inlinear translation of range fork 412. Range fork 412 also includes aC-shaped flange 418 which extends into a groove formed in range sleeve402. Thus, linear translation of range fork 412 caused by rotation ofdrum 412 also results in corresponding translation of range sleeve 402,thereby facilitating movement of range sleeve 402 between its threedistinct range positions in response to controlled rotation ofdriveshaft 126′.

First sun gear 354 of interaxle differential 380 is shown to be splinedfor rotation with rear output shaft 32 while second sun gear 356 isformed on a yoke 420 which is part of a sprocket assembly 364′associated with transfer assembly 362. As such, second sun gear 356 isoperable to drive front output shaft 42′ through transfer assembly 362.As seen, clutch assembly 90′ is slightly different in structure thanthat shown in association with full-time transfer case 22A of FIG. 10 inthat clutch pack 104′ is now located concentrically with sprocketassembly 364′ to provide improved axial packaging. However, clutchassembly 90′ is still shown to have hub 94′ splined for rotation withrear output shaft 32′ while drum 100′ is now formed to include asprocket segment 422 thereon. Drum 100′ still includes a hub segment158′ which is supported on rear output shaft 32′ for rotation relativethereto. As also shown, yoke 420 includes an integral reaction platesegment 108′ that is splined to drum 100′, thereby coupling second sungear 356 of interaxle differential 380 for rotation with sprocketassembly 364′.

As noted, clutch apply operator 124′ has been modified to coordinatemovement of range sleeve 402 with actuation of clutch assembly 90′. Inthis regard, geared sector 146′ includes an arcuate lost-motion slot 430into which a pin roller 432 extends that is mounted to drive member148′. Drive member 148′ still includes a hub segment 154′ that issupported for angular movement on sleeve segment 158′ of drum 100′.Likewise, geared sector 146′ is also rotatably supported on sleevesegment 158′ of drum 100′. Cam member 150′ surrounds hub segment 154′ ofdrive member 148′ and now includes four ramp surfaces 434A-D formed onits first face surface 172′. In fact, the ramped surfaces definequadrants with one opposing pair 434A and 434C operable for controllingaxial movement of cam plate 150′ between its retracted and extendedpositions when range sleeve 402 is shifted into its H position.Likewise, the second opposing pair 434B and 434D of ramp surfacescontrol axial movement of cam plate 150′ between its retracted andextended positions when range sleeve 402 is shifted into its L position.

Referring to FIG. 16A, clutch apply operator 124′ is shown with pinroller 432 centrally located in slot 430 and rollers 160′ on drivemember 148′ engaging ramp surfaces 434A and 434C on cam member 150′.With clutch apply operator 124′ in the position shown, range sleeve 402is located in its central N position and cam plate 150′ is located inits retracted position. As such, FIG. 16 represents the location of thevarious components for establishing the Neutral non-driven mode whereinno drive torque is transferred from input shaft 351 to planet carrier352 through reduction unit 380 while clutch assembly 90′ is in itsreleased condition.

Referring now to FIG. 16B, geared sector 146′ is shown rotated in afirst (i.e., clockwise) direction to a position whereat pin roller 432engages a first end surface 440 of slot 430. As seen, such rotation ofgeared sector 146′ has not yet resulted in any rotation of drive member148′. However, the rotation of driveshaft 126′ required to rotate gearedsector 146′ to the position shown is sufficient to move range fork 410for axially shifting range sleeve 402 from its central N position to itsH position. As such, range sleeve 402 is coupled to first clutch plate398 for establishing the high-range drive connection between input shaft351 and carrier 352. Since carrier 352 acts as the input member tointeraxle differential unit 350, drive torque is now delivered to thefront and rear output shafts at a torque ratio defined by the specificgear geometry established by the gear components of interaxledifferential 350. Furthermore, since drive member 148′ has not beenrotated, cam plate 150′ is maintained in its retracted position suchthat clutch assembly 90′ is likewise maintained in its releasedcondition. As such, transfer case 22B is operable in its full-timefour-wheel high-range drive mode.

Referring now to FIG. 16C, continued rotation of geared sector 146′ inthe first direction has now resulted in rotation of drive member 148′due to the engagement of roller pin 432 with first end 440 of slot 430.Specifically, drive member 148′ is shown rotated to a position which hascaused cam plate 150′ to move axially from its retracted position to itsadapt-ready or stand-by position. As previously noted, locating camplate 150′ in its stand-by position causes a predetermined minimumamount of engagement of clutch assembly 90′. Such axial movement of camplate 150′ is caused by rollers 160′ engaging complimentary rampedsurface 434A and 434C. As will be recalled, cam plate 150′ is preventedfrom rotating via engagement of lug 166 in housing slot 170 but ispermitted to move axially between its retracted and extended positionsdue to engagement of rollers 160′ against the ramp surfaces. Inaddition, the profile of groove 414 in range fork 412 functions tomaintain range sleeve 402 in its H position during the continuedrotation of driveshaft 126′ required to rotate geared sector 146′ to theposition shown in FIG. 16C.

Referring now to FIG. 16D, continued rotation of geared sector 146′ inthe first direction has now caused drive member 148′ to be rotated to aposition which results in axial movement of cam plate 150′ to itsextended position, thereby causing pressure plate 112 to move to itslocked position for fully engaging clutch assembly 90′. As such,transfer case 22B is operating in its locked four-wheel high-range drivemode. The cam profile of ramp surfaces 434A and 434C defines the rangeof axial movement of cam plate 150′ from its retracted position to itsextended position due to rotation of drive member 148′ in the firstrotary direction from the position shown in FIG. 16B to the positionshown in and FIG. 16D. As should be obvious, rotation of drive member148′ in the opposite second rotary direction from the position shown inFIG. 16D will result in cam plate 150′ moving from its extended positionback toward its retracted position. In particular, the biasing forceexerted by disk levers 114 on thrust pins 178 forcibly bias thrustmember 152 against second face surface 174 of cam plate 150′, therebycausing cam plate 150′ to be biased toward its retracted position. Thisaction forces rollers 160′ to ride along cam surfaces 434A and 434C androtate drive member 148′ while maintaining engagement of pin 432 againstend 440 of slot 430.

As described, FIGS. 16A and 16B illustrate the movement of thecomponents associated with clutch apply operator 124′ required toaccommodate shifting of range clutch assembly 382 from its Neutralnon-driven mode into its full-time four-wheel high-range drive mode. Inparticular, geared sector 146′ is rotated through a “dwell” range ofangular movement to accommodate axial movement of range sleeve 402between its N and H positions without effecting movement of thecomponents required to actuate clutch assembly 90′. Likewise, FIGS. 16Cand 16D illustrate the movement of the components of clutch applyoperator 124′ to provide adaptive control of clutch assembly 90′ whilerange sleeve 402 is maintained in its H position. In particular, gearedsector 146′ is rotated through a “control” range of angular movement tocause concurrent rotation of drive member 148′ which, in turn, causesaxial movement of cam plate 150′ between its adapt-ready and extendedpositions, thereby controlling the level of engagement of clutchassembly 90′.

Referring to FIGS. 16A and 16E through 16G, the sequence for shiftingtransfer case 22B from its Neutral mode into its four-wheel low-rangedrive modes is generally similar to that described above for shiftinginto the four-wheel high-range drive modes. Specifically, when shiftingfrom Neutral (FIG. 16A) into a low-range mode, geared sector 146′ isrotated in the second (i.e., counter clockwise) direction to a positionwhereat pin roller 432 engages a second end 452 of lost-motion slot 430(FIG. 16E). Such rotation does not result in any corresponding rotationof drive member 148′. However, the rotation of driveshaft 126′ requiredto rotate geared sector 146′ to the position shown in FIG. 16E issufficient to cause range fork 410 to axially shift range sleeve 402from its N position to its L position, thereby coupling range sleeve 402to second clutch plate 400 and establishing the reduced or low-rangedrive connection between input shaft 351 and planet carrier 352. Sinceclutch assembly 90′ is released, planet carrier 352 delivers drivetorque across interaxle differential 350 to the output shafts withoutany resistance to speed differentiation therebetween for establishing afull-time four-wheel low-range drive mode.

Referring to FIG. 16F, continued rotation of geared sector 146′ in thesecond direction has now caused some rotation of drive member 148′ dueto the engagement of roller pin 432 with second end 452 of slot 430.Specifically, the engagement of rollers 160′ with ramp surfaces 434B and434D has caused cam plate 150′ to move from its retracted position toits adapt-ready (i.e., stand-by) position. During the rotation ofdriveshaft 126′ required to rotate geared sector 146′, the profile ofgroove 414 in range fork 412 functions to maintain range sleeve 402 inits L position. Finally, FIG. 16G shows that continued rotation ofgeared sector 146′ results in rotation of drive member 148′ to aposition causing cam plate 150′ to move from its stand-by position toits fully extended position, thereby causing pressure plate 112 to moveto its locked position for fully engaging clutch assembly 90′ andestablishing a locked four-wheel low-range drive mode.

It is contemplated that a motor vehicle equipped with transfer case 22Bwould also have mode selector 56 for permitting selection of the Neutralmode, an adaptive full-time four-wheel high-range drive mode, the lockedfour-wheel high-range drive mode, and the locked four-wheel low-rangedrive mode. If the Neutral mode is selected, motor 120 is energized torotate driveshaft 126′ until range sleeve 402 is located in its Nposition and clutch apply operator 124′ is located as shown in FIG. 16A.If the adaptive full-time four-wheel high-range drive mode issubsequently selected, motor 120 would be initially activated to rotatedriveshaft 126′ in the first direction until range sleeve 402 is locatedin its H position and apply operator 124′ is located in its stand-byposition, as shown in FIG. 16C. Thereafter, controller 58 determineswhen and how much torque biasing is required based on the currenttractive conditions and/or operating characteristics of the motorvehicle and controls bi-directional rotation of geared sector 146′ formoving cam plate 150′ between its stand-by position (FIG. 16C) and itsextended position (FIG. 16D), thereby adaptively controlling actuationof clutch assembly 90′.

If the locked four-wheel high-range drive mode is selected, motor 120 issignaled to rotate driveshaft 126′ in the first direction until clutchapply operator 124′ is positioned as shown in FIG. 16D. Motor 120 may berequired to hold this position until a subsequent drive mode isselected. A power-off brake unit could be used to hold driveshaft 126′against rotation when the locked four-wheel drive mode is established.In contrast, if the locked four-wheel low-range drive mode is selected,motor 120 rotates driveshaft 126′ in the second direction until rangesleeve 402 is in its L position and clutch apply operator 124′ ispositioned as shown in FIG. 16G so as to fully engage clutch assembly90′. As an option, an adaptive full-time four-wheel low-range drive modecould also be offered with range sleeve 402 maintained in its L positionwhile cam plate 150′ is moved between its stand-by position (FIG. 16F)and it extended position (FIG. 16G).

FIG. 17 illustrates an on-demand version of full-time transfer case 22Bof FIG. 12, hereafter referred to as transfer case 22C. Transfer case22C is generally similar to transfer case 22B except that interaxledifferential 350 has been eliminated. As such, clutch assembly 90′ isthe only power path for transferring drive torque from rear output shaft32′ to front output shaft 42′. As seen, carrier 352 of gear reductionunit 380 is now coupled (i.e., splined) to rear output shaft 32′ forpermitting establishment of either of the high-range or low-range driveconnections between input shaft 351 and rear output shaft 32′. Themechanism described above for coordinating movement of range sleeve 402and clutch apply operator 124′ is again used in association withtransfer case 22C. It is contemplated that mode selector 56 would permitselection of a Neutral mode, an on-demand four-wheel high-range drivemode, a part-time four-wheel high-range drive mode and a part-timefour-wheel low-range drive mode. It would also be possible to permitselection of an on-demand four-wheel low-range drive mode. One skilledin the art will appreciate that the different positions shown in FIGS.16A through 16G for clutch apply operator 124′ are again applicable toestablish the various drive modes mentioned above for on-demand transfercase 22C.

A number of preferred embodiments have been disclosed to provide thoseskilled in the art an understanding of the best mode currentlycontemplated for the operation and construction of the presentinvention. The invention being thus described, it will be obvious thatvarious modifications can be made without departing from the true spiritand scope of the invention, and all such modifications as would beconsidered by those skilled in the art are intended to be includedwithin the scope of the following claims.

1. A transfer case for use in a motor vehicle having a powertrain andfirst and second drivelines, comprising: an input shaft driven by thepowertrain; a reduction unit driven by said input shaft and configuredto provide a first speed output and a second speed output; a firstoutput member adapted to drive the first driveline; a second outputmember adapted to drive the second driveline; a first clutch operable ina first range position for coupling said first output member with saidfirst output of said reduction unit and in a second range position forcoupling said first output member with said second output of saidreduction unit; a second clutch for transmitting drive torque from saidfirst output member to said second output member; an electric motor forrotating a driveshaft; and a clutch operator having a first memberdriven by said driveshaft, a second member axially moveable betweenfirst and second mode positions for controlling the magnitude of aclutch engagement force applied to said second clutch, and a thirdmember for converting rotary movement of said first member into axialmovement of said second member, said third member including a lostmotion mechanism configured to coordinate movement of said second memberbetween its first and second mode positions with movement of said firstclutch between its first and second range positions in response torotation of said driveshaft.
 2. The transfer case of claim 1 whereinsaid first clutch includes a range sleeve that is axially moveablebetween said first and second range positions and a range shiftmechanism operable to convert rotary movement of said driveshaft intoaxial translation of said range sleeve.
 3. The transfer case of claim 2wherein said range shift mechanism includes a cam fixed to saiddriveshaft, a range fork engaging said range sleeve and a followeroperably disposed between said cam and said range fork.
 4. The transfercase of claim 1 wherein said lost motion mechanism includes a slotformed in said first member of said clutch operator and a follower fixedto said third member which extends into said slot so as to permitrelative rotation therebetween.
 5. The transfer case of claim 4 whereinsaid first member of said clutch operator has a gear segment driven bysaid driveshaft, said second member of said clutch operator has a camsegment, and said third member has a drive segment engaging said camsegment.
 6. The transfer case of claim 5 wherein rotation of saiddriveshaft in a first direction causes said first clutch to move to itsfirst range position while said first member of said clutch operator isrotated in a first direction to cause said follower to engage a firstend of said slot such that said drive segment of said third memberengages a portion of said cam segment on said second member so as tolocate said second member in its first mode position for applying aminimum clutch engagement force on said second clutch.
 7. The transfercase of claim 6 wherein continued rotation of said driveshaft in saidfirst direction causes said first clutch to remain in its first rangeposition while engagement of said follower with said first end of saidslot causes concurrent rotation of said third member with said firstmember, whereby such rotation of said third member causes its drivesegment to engage said cam segment of said second member so as to movesaid second member from its first mode position toward its second modeposition so as to increase the clutch engagement force applied to saidsecond clutch.
 8. A transfer case for use in a motor vehicle having apowertrain and first and second drivelines, comprising: a reduction unitdriven by the powertrain and having a first rotary output and a secondrotary output; a first output member adapted to drive the firstdriveline; a second output member adapted to drive the second driveline;a range clutch operable in a first range position for coupling saidfirst output member with said first rotary output of said reduction unitand in a second range position for coupling said first output memberwith said second rotary output of said reduction unit; a friction clutchoperably disposed between said first and second output members; anelectric motor for driving a driveshaft; and a clutch operator having afirst member driven by said driveshaft, a second member axially moveablebetween first and second mode positions for releasing and engaging saidfriction clutch, and a third member for converting rotary movement ofsaid first member into axial movement of said second member, said thirdmember including a mechanism configured to coordinate movement of saidsecond member between its first and second mode positions with movementof said range clutch between its first and second range positions inresponse to rotation of said driveshaft.
 9. The transfer case of claim 8wherein said range clutch includes a range sleeve that is axiallymoveable between said first and second range positions and a range shiftmechanism operable to convert rotary movement of said driveshaft intoaxial translation of said range sleeve.
 10. The transfer case of claim 8wherein said movement coordinating mechanism includes a slot formed inone of said first and third members of said clutch operator and afollower fixed to the other of said first and third members, saidfollowers extending into said slot so as to permit relative rotationbetween said first and third members.
 11. The transfer case of claim 10wherein said first member of said clutch operator has a gear segmentdriven by said driveshaft, said second member of said clutch operatorhas a cam segment, and said third member has a drive segment engagingsaid cam segment.
 12. The transfer case of claim 11 wherein rotation ofsaid driveshaft in a first direction causes said range clutch to move toits first range position while said first member of said clutch operatoris rotated in a first direction to cause said follower to engage a firstend of said slot such that said drive segment of said third memberengages a portion of said cam segment on said second member so as tolocate said second member in its first mode position for applying aminimum clutch engagement force to said friction clutch, and whereincontinued rotation of said driveshaft in said first direction causessaid first clutch to remain in its first range position while engagementof said follower with said first end of said slot causes concurrentrotation of said third member with said first member, whereby suchrotation of said third member causes its drive segment to engage saidcam segment of said second member so as to move said second member fromits first mode position toward its second mode position so as toincrease the clutch engagement force applied to said second clutch. 13.A transfer case for use in a motor vehicle having a powertrain and firstand second drivelines, comprising: an input shaft driven by thepowertrain; a reduction unit driven by said input shaft and having afirst output and a second output; a first output shaft adapted to drivethe first driveline; a second output shaft adapted to drive the seconddriveline; a range clutch operable in a first range position forcoupling said first output shaft to said first output of said reductionunit and in a second range position for coupling said first output shaftto said second output of said reduction unit; a friction clutch fortransmitting drive torque between said first output shaft and saidsecond output shaft; an electric motor driving a driveshaft; a rangeshift mechanism for moving said range clutch between its first andsecond range position in response to rotation of said driveshaft; aclutch operator adapted to generate and apply a clutch engagement forceto said friction clutch, said clutch operator having a first cam memberand a second cam member that is axially moveable between first andsecond mode positions in response to relative rotation between saidfirst and second cam members; a gearset driven by said driveshaft; and aconversion mechanism for converting rotation of said gearset into axialmovement of said second cam member, said conversion mechanism includinga lost motion arrangement for coordinating movement of said second cammember between its first and second mode positions with movement of saidrange clutch between its first and second range positions.
 14. Thetransfer case of claim 13 wherein said gearset includes a first geardriven by said driveshaft and which is meshed with a second gear, andwherein said conversion mechanism is operable for coupling one of saidfirst and second cam members for rotation with said second gear.
 15. Thetransfer case of claim 14 wherein said lost motion arrangement includesa slot formed in said second gear and a follower fixed to said first cammember, and wherein said follower extends into said slot so as to permitlimited relative rotation between said second gear of said gearset andsaid firs cam member.
 16. The transfer case of claim 15 wherein rotationof said driveshaft in a first rotary direction causes said range shiftmechanism to move said range clutch to its first range position whilesaid second gear is rotated in a first rotary direction until saidfollower engages a first end of said slot such that said second cammember is located in its first mode position for applying a minimumclutch engagement force to said friction clutch.
 17. The transfer caseof claim 16 wherein continued rotation of said driveshaft in its firstrotary direction causes said range shift mechanism to maintain saidrange clutch in its first range position while engagement of saidfollower with said first end of said slot causes said first cam memberto rotate relative to said second cam member thereby causing said secondcam member to move toward its second mode position so as to increase theclutch engagement force applied to said friction clutch.
 18. Thetransfer case of claim 17 wherein said second cam member includes a camsurface and said first cam member includes a cam roller engaging saidcam surface.